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Identification of the Requirements and Training to Obtain Driving Privileges on Airfields (2009)

Chapter: Chapter Two - Airfield Driver Training Programs

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Suggested Citation:"Chapter Two - Airfield Driver Training Programs." National Academies of Sciences, Engineering, and Medicine. 2009. Identification of the Requirements and Training to Obtain Driving Privileges on Airfields. Washington, DC: The National Academies Press. doi: 10.17226/14261.
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8CHAPTER TWO AIRFIELD DRIVER TRAINING PROGRAMS Although among each and every airport there are certain sim- ilarities, such as runways and taxiways, aprons and ramps, terminals, and cargo areas, there are no two airports that are alike. Each airport has its own unique mix of aircraft, weather patterns and wind conditions, terminal layout, and opera- tional movements. Some airports may have preferential run- ways used during certain times of the day or during certain seasons of the year. However, it is the similarities that become paramount in promoting safety on ramps and on runways and taxiways. Many airports have developed rules and regula- tions regarding speed limits, the number of baggage carts that can be towed at any one time, the mechanical condition of vehicles that operate on the airfield side of the airport, right-of- way requirements, and so forth. As results from the survey show, many airports have adopted airfield driver requirements and airfield driver train- ing programs that are similar regardless of the size of the airport, although the driver training programs may differ in that each program addresses unique situations on a particu- lar airport, such as who may cross runways and taxiways and when a vehicle operator must contact air traffic control when traversing roadways in the movement area. Although most surveyed airports require drivers restricted to the non-movement areas to pass a driver training pro- gram, many had non-movement area training programs that differed from movement area training programs. The non- movement area training programs for all the airports are com- prised of airport rules and regulations; speed limits; and rec- ognizing aircraft dangers, such as jet blast and right-of-way. Movement area training included the meaning of markings, lighting, and airport signage, communications procedures, and so forth. Although at most airports, much of the training was the responsibility of the airport operator, there were some that allow the FBOs or air carriers to train their own personnel. However, FBOs and tenants were more likely to conduct train- ing for driving on the non-movement areas than for driving on the movement areas. The biggest differences between airport operators appeared to be the method of instruction given to the driver trainees. For non-movement area driver training, only 1 of 8 large hub primary airports used classroom training (12%), whereas 6 of 13 medium hub primary airports did so (46%). For move- ment area training, 6 of 8 large hub primary airports used classroom training (75%), and 7 of 13 did so for medium hub primary airports (54%). All in all, there were more similarities in airfield driver requirements and airfield driver training than there were major differences. Organizations such as AAAE, ACI–NA, and the FAA have distributed material to assist airport operators in developing driver training programs.

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TRB’s Airport Cooperative Research Program (ACRP) Synthesis 15: Identification of the Requirements and Training to Obtain Driving Privileges on Airfields explores information on the requirements and training required to obtain driving privileges on airport airfields, and the differences and similarities among the various airports throughout the country. The report also examines information on the types of training programs available to airport employees based on where the employees were authorized to drive.

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